Engine starting



Jan. 7, 1941. t C H, VAUPEL. 2,228,098

ENGINE STARTING Filed Oct. 14, 19258 I5 Sheets-Sheet l ATTORNEY Jan. 7, 1941. c. H. VAUPEL 2,223,098

ENGINE 'STARTING Filed Oct. 14, 1958 .'5 Sheets-Sheet 2 INVENTOR CARL H VAUPEL ATTORNEY C. H. VAUPEL ENGINE STARTING Filed Oct. 14. 1938 Jan. 7, 1941.v

3 Sheets-Sheet' 3 i m. F

MAXIMUM ENGINE TORQUE loo R.P.M.

FIG. 6.

NH2/M m/ @M ATTORNEY Patented Jan. 7, 19.41

UNITED Asrrxrflazs Vl l-fri;1\1'r OFFICE poration of Illinois Fairbanks, Morse & Co., Chicago, Ill., a cor- Application October 14, 1938, Serial No. 234,973

2 Claims.

but by way of example, is described in its application to the coupling of an internal combustion engine and an engine used for the starting there- Attempts have heretofore been made to utilize, for example, a small, high speed internal combustion engine as a prime mover for putting in motion a larger engine, as during the starting period thereof. met with only indifferent success, due chieyvto the lack of suitable coupling mechanism between the engines. The usual earlier practices involved the use of a friction clutch associated with the relatively small starting engine, and a Bendix type drive through which this clutch was connected to the main engine. The Bendix type of drive is excellently adapted for use in starting operation wherein the prime mover consists, say

of a small electric motor, as in automotive practice, and wherein, in case it is impossible to start rotation of the main engine, the electric` motor may be brought to an abrupt stop, without appreciable hazard of breakage of any part of the drive. It may here be noted,that the reference to this type of drive as the Bendix is used solely for brevity, and not in any restricting sense, but isintended generally herein to indicate those types of connection in which a drive pinion is threadedly connected to its shaft, and displaced axially into driving position through rotation of the shaft by which it is carried. Under the conditions prevailing with older starting combinations, it has been found that when vthe starting engine is actuating the Bendix drive under conditions such that the main engine (one of Diesel type for example) is diiiicult to start, the Bendix mechanism is frequently operatively introduced between, and so subjected to the effects of the large, stationary inertia of the main engine, and the substantial inertia of the starting engine flywheel, due to the rapid rotation thereof. It resulted that the helical thread on the Bendix drive, or even more often the gear teeth on the pinion, were frequently broken. Experience has shown that a friction clutch of a size to transmit the starting engine A torque without slip, is furthermore extremely -diiiicult to engage without exhibiting a grab effect, such as to result in breakage of the Bendix drive under the above, inevitably-encountered` condi- Such assemblies have, however,4

(Cl. 12S-179) tions. Furthermore, a friction type of clutch would not, of itself, operate to release the starting engine in case the main engine, such as a Diesel, refused to turn over immediately or y readily, with the result that the starting engine 5 very often stalls, and requires repeated hand cranking.'

It is for the purpose of obviating the foregoing diiliculties and shortcomings of engine starting combinations of theolder types, that the present invention is primarily directed, and has for its primary object.

Yet another object of the invention is attained in the provision of an improved combination of couplings for use between a starting engine and l5 a main engine, such as to permit an improved flexibility of control of the main engine through the throttle of the starting engine, and such as to prevent stalling of the starting engine, breakage of drive connections and is further such that it is impossible to break the parts of the drive.

Yet another object of the invention may be stated as contained in an improved regulation of the torque-slip characteristics of certain fluid couplings heretofore known yas to general type, but utilized in an improved manner in connection with the present invention.

Still another object of the invention is attained in an improved manual control of a Bendix type drive, such asV to enable the drive pinion or like element of the connection to be smoothly brought into engagement with the main engine ring gear or the like, under manual control, and prior to the translation of any appreciable starting torque to the main engine.

The foregoing and still further objects will appearas the description proceeds, particularly as read in connection with the accompanying drawings forming a part of the specification, and in which:

Fig. 1 'is a fragmentary end elevation of a Diesel engine and a starting engine combination suitable for the practice of the' present invention; Fig. 2 is aside elevation of the assembly shown by Fig. 1; Fig. 3 is a fragmentary top or 45 plan view of the throttle and control assembly .of the startingengine, as sam"e. would appear when viewed from line 3-3 of Fig. 2; Fig. 4 is a vertical, sectional elevation of the coupling and drive housing associated with the starting and main engines, and showing la part of the hydraulic coupling casing broken away to illustrate the general nature of certain of the coupling elements therein; Fig. 5 is a fragmentary section illustrating certain details of the Bendix drive ferred, but only exemplary embodiment of the invention, the main engine to be started is indicated at Il), and includes a head portion and a case or frame I2 by which is indirectly detachably carried the starting engine, indicated generally at I3. The attachment of the starting engine I3 for support thereof, is effected as by bolting flanges I1 (Fig. 4) on an inturned end extension of the crank case or frame |4 of the starting engine and through cap screws |5 and dowel pins IB, toa seating surface I6 on an'end of the coupling housing 3|, hereinafter described, and which is carried by the main engine. This form of support and mounting of the starting engine offers a distinct advantage over a distinct physical separation of the engines, in that it assures alignment of the starting engine with the main engine at all times, and serves to reduce the length of fluid connections .between the engines, as hereinafter described in rnore detail.

The main engine consists, for example, of a Diesel unit, which as warranting engine-starting provisions, is usually of substantial size. In most installations the Diesel is of a relatively slowspeed, heavy-duty type as compared with the starting engine, the latter being usually of a smaller, high speed four-cycle type, although the invention in its broader aspects contemplates the usage of other types of both main and starting engines; for example, a compressedair motor may be used as the starting engine, as. may be any other suitable type of prime mover. In the assembly selected for disclosure, the starting engine I3 is of four-cylinder four-cycle type, the cylinder block being indicated generally at 20 and the crank case portion at 2|. It may be magneto-ignited as through the unit 22, and is preferably susceptible of a wide range of speed regulation, as through a throttle control 23 operating on the usual butterfly valve arm 24 (Fig. 3) in conjunction with the carburetor 25. A choke control 30 is conveniently disposed, for starting, proximate to the throttle control 23.

The mounting of the starting engine is such that the flywheel housing'3l is located in the vicinity of but spaced from the flywheel housing 32 of the main engine. Intervening these housings is an intermediate casing section 33 which is preferably flange-bolted to the members 3| and 32, the arrangement in assembly of these parts best appearing from Fig. 2. By reference to Fig. 4 it will better appear that the housing element 3| is flange-connected to the case 2| of the starting engine as though the cap screws or the like I5 and dowels I8, While the casing elements 3| and 33 are similarly assembled through cap screws 40, and the member 33 in turn detachably assembled to the housing' 32 of the main engine as through bolts or screws-4| and dowels 4|A.

In Fig. '4 is shown a fragmentary portion 42 of the starting engine crank shaft. This is flanged as at 43, and the flange secured as by cap screws or the like 44, to a rotatable member 45. This may of itself serve as the flywheel for the Startlng engine, in case a separate flywheel (not shown) is not provided on the shaft section 42. As shown however, the member 45 is included in the housing 3| as a part of the hydraulic coupling assembly, hereinafter to be referred to by way of further description.

The starting engine is or may be of conventional design and construction, and hence no more than the foregoing brief description thereof is necessary. As a convenience for starting the auxiliary or starting engine, there is provided a manual cranking mechanism of rack and pinion type, the rack element 50 of which is carried by a rockable frame 5| provided with af handle 52, the frame being mounted on a. xed pivot 53. The rack50 enmeshes with a pinion 54, unidirectionally associated, through pawls or the like (not shown) with one end of the starting engine crank shaft. It is obvious from the description of this starter, that a quick sharp pull in one direction of the lever 52 will serve to spin the starting engine, and normally to bring it up to ring speed.

It is a distinct preference that both the starting engine |3, if of internal combustion type, and main engine I0, be liquid cooled, and that each 1 be provided with a cooling jacket structure; further that the jackets of the two engines be connected into the same circulating system so as to enable utilization oi' the heatingof the jacket water in the starting'engine, to warm the cylinder structure, jackets and oil in the main engine, whereby to aid in obviating the breakaway resistance of the main engine. This is obviously of particular advantage under conditions of low ambient temperature, as during the winter months. 'I'he noted interconnection of the circulatory systems of the two engines is conveniently effected through a pipe between the head portions of the blocks of the two engines, and indicated somewhat diagrammatically at 60, 6| and 52. Interconnection of thelower portions of the jackets and return to the starting engine jacket, is' made through pipe 63 .and a return connection 64, together with pipe 65 and fitting 66. The starting engine is desirably provided with a circulating pump (not shown) which serves during the starting period to deliver the warmer water fromlthe starting engine jacket, into the main enginev jacket for the purpose noted.

Referring further to Fig. 4, the disc or flywheel member 45, which, being secured to shaft 42 a1- ways rotates at starting engine speed, is secured as by tie bolts 1|), one of which appears in Fig. 4, to-a specially formed hollow structure 1| provided with chambers and passages such as 12,' the tie'bolts 10 also servingto secure the members 1| and 45, into assembly with a rotatable casing body 13. The member 13 serves to define in part, a casing or chamber of substantial size, containing a suitablehydraulic coupling fluid such as oil of suitable characteristics and viscosity, or hydraulic brake fluid or the like. A fluid is preferably employed which does not vary too widely in its physical characteristics, over a substantial range in operating and ambient temperatures. .The coupling shown is or may be of the well known Foettinger type, or of the Vulcan-Sinclair type, the structural parts and assembly of each of which have heretofore beenknown, and since the coupling of itself constitutes no part of the tion, the coupling is not, as in conventional usage,

fully filled with the coupling liquid, the body of which is indicated at 15. It will be noted from Fig. 4 ythat the preferred coupling arrangement is such that the element 1I is rotatably carried as through bearing 16, on the shaft end 11, the chambered part 12 being identified with vthe pumping paths of the hydraulic coupling. The companion hollow element indicated at 80, serves to define the turbine paths or passages of the hydraulic coupling, being the driven element thereof, and is secured through hub portion 8| tothe shaft 82, an end 83 of which projects beyond the coupling proper and carries, through a key 84, a

' drive'pinion 85; the end 83 ofthe shaft being journalled in antifriction bearing 86. A holding nut or vthe like 81 threadedly engages this end of the shaft, and the ballv bearing or the like 88 is carried in a journal portion 90 of the frame structure.

The pinion 85 is in contant mesh with the gear 9| secured as by a key 92, to a short shaft section 93. This shaft is journalled at spaced zones in double ball races or the like 94. The bearing arrangement throughout the assembly is preferably such that. except where precluded for operative reasons, the shaft and bearings are permitted a limited axial displacement to care for abruptlyapplied longitudinal stresses. For the purpose of support of the outboard bearing 94, there is provided within the housing 32-33 a bearing arm or bracket 95 which serves to carry a coupling, which is, for brevity. referred to as of Bendix type. and to be more fully described. The relation between pinion 85 and gear 9| is preferably such as to effect say a 2:1 speed reduction between the hydraulic coupling and the Bendix drive. This arrangement has been found advantageous in the use of a somewhat higher speedstarting engine in connection with a low-speed heavy-duty Diesel or the like.

Proceeding now to a further description of the Bendix drive, the shaft 93 is provided with a moderate pitch, screw threaded portion I on which is threaded a pinion IOI. Beyond the threaded portion is a sleeved collar |02, the sleeve of which extends within the inner race of the outer bearing assembly 94. Beyond the bearing 94 is a sleeve and collar structure |03, the sleeve portion of which carries a relatively heavy compression spring |04 abutting a nut |05 which is threadedly secured beyond a relatively reduced unthreaded part |06 of the shaft 93. It will appear from the arrangement of the spirallymounted pinion IOI on the threaded part |00 of shaft 93, that rotation of this shaft, tends. by a travelling-nut action, to force the pinion IOI to the right (Fig. 4) and into engagement with a iiywheel ring gear IIO on the flywheel III of the main engine.' This axial displacement ofV pinion IOI into mesh with the ring I I0 is'lightly opposed by a small compression spring II2. However, upon engagement of the gear elements IOI--I I0, the axial stresses in shaft 93 are yieldingly opposed by the compression spring |04 through which the tendency to axial displacement of shaft for the ultimate translation of the startingengine torque. Ato the main engine. It is a preference that some form of connection be employed, which is brought into effect as by axial movement of a driving gear or the like, and it is regarded as essential that this connection or an equivalent be inherently of overrun. or unidirectional type.

The operation and control of certain of the individual elements of the combination characterizing the present invention, will be obvious to those skilled in the art and require no detailed discussion. This is true of the starting engine I3 per se, and the main engine I0, the controls of which are or may be conventional.

Preparatory to starting the main enginey I0, the coupling assembly (Fig. 4) is checked as to quantity of liquid in the casing 13. Any liquid necessary to be added to this casing is introduced by removal of the detachable cover plate II positioned by cap screws or the like I I6. Upon removal of the cover plate, oil or other desired liquid is added through the port I I1, threaded to receive a filler plug |20. It is to be understood that the coupling is operable, with many advantages over other types of hydrodynamic couplings and particularly' with many advantages over the usual types of friction clutch, even though the coupling casing be completely filled, or nearly so, with the liquid, in keeping with the ordinary p ractice. It is however a distinct preference that the body of fluid 15 be kept at a level approximating 60% of the casing capacity, as it has been foundthrough experiments and experience that a reduction in the usual level of liquid, about to the `value stated; provides a markedly easier action of the coupling and more desirable torque and slip curves, thev preferred forms of the latter being 'indicated bythe diagram of Fig. 6, hereinafter discussed in detail.

With the casing 13 thus partly filled with liquid. the starting engine I3 is cranked by means of lever 52 and preferably allowedto idle for a short time through an initial warming period, during which its jacket water will be desirably raised in temperature above that of the ambient. After a moderate warming up period of the starting engine, and with the main engine controls positioned for starting, the starting engine throttle 23 is gradually opened, to accelerate it to a speed of say 1200 R. P. M., in accordance with preference in connection with Athe arrangement presently disclosed. As will appear from the ,graphicl representations of Fig. 6, it is seen that the coupling transmits substantially the full starting engine torque, without delivery of power on its turbine side. As is particularly evident from the uppermost torque curve of Fig. 6, it is `apparent that when the starting engine has attained the speed of say 1200 R. P. M., it is at this` time developing substantially full torque. Actually the torque peak is attained within a range of J200-2000 R. P. M., but thel torque curve exhibits only a slight variation between a speed of say 1200 R. P. M. on the starting engine, and the tcp speed thereof which, in theexample disclosed, may be taken as 4000 R. P. M.

As thestarting engine is accelerated beyond a predetermined point, say 1200 R. P. M., and assiuning n'o undue breakaway friction in the main engine such as the Diesel I0, it will be noted that under normal conditions the main engine begins its starting rotation and its driven speed rather rapidly increased'to say 30 R. P. M., during acceleration from 1200 to 1500 R. P. M. vo'f thelstarting engine. Upon further acceleration of the starting engine say from 1700 to 4000 R. P. M., the main engine is accelerated, of course at a substantially lower rate, but say between 50 R. P. M. and 130 R. P. M. It is in this range that the main engine will normally attain firing speed,

`in the example selected, this value being in the neighborhood of 75 R. P. M. It will have ap peared that, due to the interconnected jacket systems of the two engines, throughout the acceleration of the starting engine its jacket Will assist materially in warming the cylinders, block and oil supply in the main engine, with the result of gradually reducing 4the breakaway fric-- mission of power on the power-delivery side of the coupling. It is partly for this reason that the couplings of the type presently disclosed are greatly preferred in the combination herein described and claimed. It results from the foregoing and other characteristics of the coupling that, in the event the main engine is very cold or for other reasons very diiicult to start, the

formerly prevalent dicultie's met with the use tirely obviated by the present arrangement. In

case, rst, as when cold, the main engine will not turn over at all, thefull slip possibilities of the hydrodynamic coupling enable the starting engine to be operated for a protracted period under practically full-load conditions but with Athe eiect of quicklywarming up the main engine. Under such a condition, i. e., failure to revolve the main engine, the starting engine merely drops to a speed of say 1200 R. P. M., which provides for full slip through the hydrodynamic coupling; the starting engine then continues to run at this speed under nearly full :torque conditions until the common circulation of water vthrough both engine jackets warms' the main enover but requires a protracted period of rotation prior to firing, the continued operation of the starting engine under full torque conditions with the coupling'under conditions of partial slip and partial power delivery, will serve continually to improve the conditions making for firing of the main engine. It results from these characteristics of the system discussed, that, because of the smooth action and slip characteristics of the hydrodynamic coupling, rarely is more than one starting operation of the starting engine necessary; further, that likelihood of breakage of connecting gearing and overrun connections such as the Bendix drive illustrated, is minimized, and in fact may become practically unknown. It is further importantly to be noted that, particularly under conditions wherein the hydrodynamic coupling is, say, only 60% iilled with the coupling liquid, the transmission assembly exhibits a very desirable slip curve (Fig. 6). While the slip drops sharply beyond` say 1200 R. P. M. of the starting engine, the slope of this curve is nevertheless quite gradual between values of 1200 R. P. M. and 2800 R. P. M., and under conditions of normal acceleration of the main engine, desirably and gradually decreases in value to a condition approximating transmission of full power of the starting engine, or say to conditions of 3% slip. It is further to be noted that, even when the coupling structure such as casing 'i3 is lled with the liquid 15, and with the slip R. P. M. constant, the transmitted torque drops slightly faster than the starting engine R. P. M., and with a partially filled coupling heretofore noted as preferred, this easy action is enhanced to a degree such that the slip under full torque is say at 1200 R. P. M 'oi the starting engine, yet only a few percent, at starting engine full speed, which in the described example is taken as 4000 R. P. M.

It is to be noted that the foregoing ranges of speed and characteristics of slip and torque curves are merely exemplary, havingbeen taken from actual installations in successful operation; hence such values are not to be understood as in any way restrictive, since with different forms of starting engine and different types of main engine, it ispossible that the exact speed ranges given may be varied markedly from those presently discussed.

The foregoing discussion is related primarily .to the performance of the engines and hydrodynamic coupling. It is however important that the driven coupling elements be connected to the main engine through an overrun clutch of some type, and preferably through the Bendix drive of the general type shown and described. It is to be understood that the combination is fully operative with the advantages noted, solely through control of the starting engine and transmission parts by means of the throttle control 23, Without dependence upon any ancillary mechanical controls whatever, other than of course the conventional or other controls of the main and starting engine.

It has been found as a distinct advantage in operation, to minimize breakage hazards, and to conduce to smoothness of operation, to provide for a manual engagement of the axially shiftable gear element or pinion such as |0I. Particularly ,is the starting shock on this pinion minimized by making use of a frictional drag, manually applied by the operator to the vpinion of the Bendix drive, such as |0| (Fig. 4). Provision for this control is made through a friction shoe |25 (Fig. 5). The position of this shoe or drag may be altered to bring it either in or out of engagement with the pinion V||||, as controlledA through a plunger |26, operating in a guide bore |21 therefor, which may be formed in an augmented wall portion of the casing structure 33, as appears in Fig. 5. The outer portion of the bore |21 is somewhat enlarged as at |28, to accommodate a spring |30 which seats against the bottom of the ibore |28 at one end, and against a handle or knob |3| at its opposite end. The loading of the spring |30 is such as normally to keep the friction .drag |25 in a retracted position. 'Ihis device is preferably employed during the 4preliminary portion of the starting period after thel engine I3 is' in operation and idling, but prior -to its acceleration to full torque delivery conditions. For example, with the starting engine idling, the knob |3| is pushed inwardly under light pressure just sufiicient to bring the shoe element |25 into engagement with pinion |0| and arrest its free rotation. This drag is sumient to cause an easy axial displacement of the pinion against the loading of the light compression spring H2, thence to bring the pinion IOI into mesh with the ring gear I I0. During this engagement. since the starting engine is operating only at low spe-ed and the hydraulic coupling is transmitting practically zero torque, there results at this time no rotation of the main engine by the pinion@ This step consists essentially in eifecting a positive mechanical connection between the driven elements biased by spring H2 will tend to cause an impact' between the -pinion and the bearing assembly 94. For theA purpose of preventing this effect, there is provided (Fig. 5)", a key |35 positioned by a screw'or the like I3E, in a keyway |31, the key and screw being fully embraced by the keyway so as to dbviate any interference with the bearing race of assembly 94. It will be noted that the key I35 is provided with a bevelled end portion, corresponding as to angularity, to a spiral face |40 on the left hand side (Fig. 5) of thev pinion I I. The key and spiral surface coact, as the pinion iskicked back upon nring of the main engine, in gradually arresting therotation of the pinion, and in precluding its impact with the adjacent bearing assembly and partition.

The foregoing description of the elements, combinations and methods utilized in connection with the invention have related with some par= ticularity, to certain proven operative assemblies. With a realization of the possibilities of variation of" structure and Ibehavior characteristics o! the coupling, it is important' to note that the ideally desirable operating characteristics of the coupling cannot be obtained through use of a coupling entirely filled with its liquid. Under the last named conditions, i. e., a iilled coupling, experiments and calculations have shown that even with a six or seven percent slip at 4000 R. P. M. on the starting engine, this slip would not reach a full 100% at 1200 R. P. M.. as is desired. However by varying the amount of the coupling liquid to arrive at an optimum proportion of liquidlled to unfilled space therein. as in the present example by iilling the coupling casing about 60%, the slip curves as shown by Fig. 6 are closely appreached, and result in a slip value of about 100% at substantially 1200 R. P. M., and do not materially exceed values of the order of 3% to 6% at 44000 R. P. M. starting engine speed.

A protracted series of experiments and experiencehave shown that the coupling assembly and method of operation outlined herein, serve fully to attain each of the objects hereinabove expressed as well as the desirable characteristics of operation as set forth and implied from the whole disclosure.

Inasmuch as thev description has related to a single .preferred embodiment and method, it is to be understood as exemplarinand not as limiting in any sense, the full intended scope of the invention as defined by the claims hereunto appended.

I claim:

1. The combination with an internal combustion water-jacketed engine and a water-jacketed starting engine therefor, of means connecting the water jackets of said engines to provide for iluid circulation therebetween, and `means for connecting the drive shafts of said engines, said means including a hydraulic coupling of a type capable of operation under full speed slip for protracted periods and adapted for control by acceleration of the starting engine to reduce the speed slip, through a substantial range of speed of the starting engine, beyond the speed range in which the starting engine develops substantially full torque, and a mechanical coupling of Bendix type operatively'interposing said hydraulic coupling and the main engine, said mechanical coupling includingl a pinion threaded on a drive shaft for axial displacement into and out of meshing engagement with a gear connected to the main engine .drive shaft, a friction shoe engageable with said pinion for restricting rotation thereof to eiect an axial displacement of the pinion, and manual control means Vfor said friction shoe.

2. The combination of a water-jacketed. internal combustion engine and a water-jacketed starting engine therefor, conduits interconnecting the jackets of said engines to provide for iiuid circulation therebetween, means for connecting the drive shafts of said engines, said means in cluding a hydraulic coupling of a type characterized by pumping paths and driven paths in communication, together with an enclosing casing, and in which the casing is distinctly less than completely lled with a coupling liquid, whereby said hydraulic coupling is adapted to operate with 100% slip when the starting engine is supplying .full torque at reduced speed. and with initial rapidly decreasing slip when the starting engine is. accelerated to full speed, and a mechanical coupling of Bendix type operatively interposing .said hydraulic coupling and the main engine,

said mechanical coupling including a pinion threaded on a drive shaft for axial displacement into and out of meshing engagement witha gear connected to the main engine drive shaft, a friction shoe engagea'ble with said pinion for restricting rotation thereof to eil'ect an axial dis- J placement of the pinion, and manual control means for said friction shoe. f

' i CARL H. VAUPEL. 

